US3720175A - Resiliently mounted railway vehicle truck - Google Patents

Resiliently mounted railway vehicle truck Download PDF

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Publication number
US3720175A
US3720175A US00101697A US3720175DA US3720175A US 3720175 A US3720175 A US 3720175A US 00101697 A US00101697 A US 00101697A US 3720175D A US3720175D A US 3720175DA US 3720175 A US3720175 A US 3720175A
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United States
Prior art keywords
truck
axle
railway vehicle
side frame
set forth
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Expired - Lifetime
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US00101697A
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English (en)
Inventor
French H Russell
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Bombardier Corp
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Budd Co
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Assigned to BOMBARDIER CORPORATION, A CORP. OF IDAHO reassignment BOMBARDIER CORPORATION, A CORP. OF IDAHO ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: BUDD COMPANY, THE, BUDD COMPANY, THE, A CORP. OF PA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/32—Guides, e.g. plates, for axle-boxes

Definitions

  • ABSTRACT This application discloses a railway vehicle truck having axle connections with the side frame members which provides adequate springing to isolate the unsprung wheelaxle units from the truck frame, together with auxiliary tie structure to prevent separation of frame side members independently of the axle connections; also means assisting the supporting air springs to improve the connection between the truck frame and vehicle body.
  • side frame members being retained against transverse separation in part by the axles of rigid wheel-axle units and being restrained against lateral movements relative to the supported vehicle body largely by the lateral stiffness of air springs.
  • the bearing assemblies between the axles and side frame members took substantially all of the lower transverse loads tending to separate the side frame members from each other and were provided with relatively non-springy sleeves of elastomeric material, like rubber which were just sufficient to provide the required weave between side frame members. End plates limited the uncontrolled possible ultimate amount of separation of the side frame members from each other in the axle region.
  • These full sleeves had a very high spring rate, i.e., load in pounds/to deflection in inches, in the range of about 200,000 to 500,000, and had practically no effect as spring supports, merely reducing the transmission of high frequency vibrations and noise from the track into the truck frame and vehicle body. Because the sleeves were continuous circumferentially and longitudinally, their action was more like hydraulic action of a confined liquid than that of a real spring.
  • Movement between truck and vehicle body also needs more positive control than that furnished by support springs, especially if air springs.
  • the wheel-axle units are effectively isolated as unsprung weight of relatively small value for rapid rail conformation action and inhibited from transmitting shocks of higher vibration values into the truck and vehicle body by providing an elastomeric connection between the axle and the supported truck frame member which has a relatively low spring rate and relatively high yield displacement of the elastomeric elements.
  • This elastomeric connection at each axle bearing comprises separate segmental elements or pads which have sufficient radial depth and sufficiently small area per segment, together with suitable composition or durometer value, to insure that a really effective spring system is provided between the wheel-axle units and the vehicle body, directly the truck frame.
  • the lateral excursions of the axle relative to the frame parts are kept within safe bounds, in case of elastic spring failure, by the relationship of the wheel hubs, brake assemblies, or other appropriate parts, to the sides of the frame parts adjacent the axle bearings and the elastomeric connections thereat.
  • the truck side frame elements are not left free to shift transversely relative to each other in the axle region, as in the prior construction where the rubber sleeves allowed some relative movement between axle and side hearing, but are solidly connected in the axle region by transverse tie bars or rod members; these tie members, however, having sufficient yield vertically and longitudinally, as by flexibility and universal end connections or both, to allow all required weave between the side frame members.
  • the secondary spring system that is the spring system between the truck frame and the vehicle body, is improved by providing resilient lateral stay bars, as with controlled fluid spring units, between the truck frame bolster and the vehicle body in the secondary spring region.
  • FIG. 1 is a top plan view of a railway vehicle truck embodying the present invention, some of the vehicle body parts being indicated in phantom broken lines;
  • FIG. 2 is a side elevation of the parts shown in FIG. 1;
  • FIG. 3 is an end view, as on the line 3--3 of FIG. 1',
  • FIG. 4 is an enlarged plan view of an inter-frame tie bar connection taken in the region 4-4 of FIG. 1;
  • FIG. 5 is an enlarged partial vertical longitudinal section taken through an axle bearing support region on the line 5-5 of FIG. 3;
  • FIG. 6 is a partial radial section taken on the line 6- 6 of FIG. 5;
  • FIG. 7 is a section taken on the line 7-7 of FIG. 6.
  • the truck comprises two rigid side frame members 20 of light strong rigid tubular construction which have inwardly projecting spider parts 21 which are loosely connected and restrained at a center joint with a depending stub journal or king post 22 of a transverse truck-borne bolster 23.
  • the bolster at its ends supports a vehicle body through controlled bellows air springs 24.
  • the spider parts have concave bearing elements 25 therebetween and movement-limiting retaining means similar to that shown in the patent and requiring no illustration for an understanding.
  • each side frame member has a universalmovement bearing connection 26 with a wheel-axle unit 27.
  • the side frame members With these bearing connections and the loose stub journal center connection, the side frame members have free weaving movement relative to each other so that the wheels are able to follow the track rails in the most effective manner.
  • the axles are provided with brake disks 28, these here being inboard of the wheels and side frame members rather than outboard as in the patent, and these disks cooperate with power-actuated caliper-type brake shoe and operating assemblies 29 mounted on inwardly extending stub projections 30 rigidly secured to the side frame members.
  • the ends of the bolster 23 are connected by longitudinal stabilizing tie bars 31 with depending rigid elements 32 of the vehicle body, having free universal relative swinging movement as in the patent.
  • lateral stabilizing tie bars 35 connected to the bolster by universal anchorages 36, connected to body parts 37 at the other ends, and including controllable fluid spring units 38 having means for varying the fluid pressure to vary the spring rate as required.
  • the bolster 23 has load-bearing sliding friction saddle support near its ends on the side frame members at '39, as in the patent construction.
  • Suspension means are provided for supporting the bolster and truck with the vehicle if it is lifted or overturns.
  • the axles are provided with bearing assemblies comprising an inner race 41, an outer race 42, and tapered bearing rollers 43, the inner race being made fast on the axle, as by a press fit or other convenient known means.
  • Each bearing assembly is carried by a side frame housing 45 comprising a fixed portion 46 of the side frame member and a cap 47 which is secured to the fixed portion, as by bolts 48.
  • elastomeric spring assembly 50 which is a special feature of the axle units, that is before securing the wheel-axle units in the frame housings, a plurality of elastomeric spring pad units 53, each comprising elastomer spring pad elements 54 which are pre-bonded to an inner arcuate plate 55 and an outer arcuate plate 56, the inner plate and elastomer pad having openings to receive the studs 52.
  • retaining bands 57 which are wrapped in tension on the units while held in a compressing device and welded together, as by spot welds 58 in overlapped ends.
  • These bands are preferably made of a strong non-corrosive material, such as stainless steel or other suitable known material. Two axially spaced bands are shown here, one near each end of the assembly, the space between and beyond them being used for the pre-compressing tool elements.
  • elastomeric spring pad units 53 are shown but the number is not fixed; there could be more or less, not under three, the stud pin arrangement being altered to suit. Pin location can be arranged or changed by drilling different pin holes in the ring 51 and this can be done even after it has been put on the bearing assembly on the axle. This would avoid removing the wheels to change rings 51 if such changes should be necessary or desirable.
  • the wheel-axle units are secured in the frame housings 45 by bolting on the caps 47 by bolts 48. This will further compress the pads to some extent and ease the tension in the retaining bands 57. About half of the total pre-compression is applied in banding and the rest in clamping in the housing.
  • the housing, both the fixed part and the cap, are provided with circumferential grooves which receive the retaining bands 57 so as to allow full loading to be taken on the pad units, not the bands.
  • Tie rods 60 between the side frame members 20 in the axle region are shown in FIGS. 1 and 4. If the brakes were located outboard of the wheels, as in the patent, these tie rods could be connected directly to the side frame members; but since the inboard brake mechanism supporting projections 30 are herein provided, the tie rods may conveniently be connected between the inner adjacent ends of these projections, as shown,
  • the tie rod ends are secured by universal movement connections, comprising a spherical surface washer 61 fitting in a spherical socket of a plate 62 which is secured to a plate or other anchorage of the stub projection 30, as by cap screws 63.
  • the washers are secured by locking nuts 64 on the threaded ends of the tie rod.
  • elastomeric pad assembly units 53 each about 6.25 inches long and about 3.5 inches to 4.0 inches wide in a circumferential direction.
  • the pads are arranged on diameters of the axle which are at right angles to each other. Also, as shown, the diameters are disposed at about 45 to vertical and horizontal diameters, the X-Y axes; but they can be turned circumferentially so as to have any desired location or orientation, depending on the location of base ring 51 and its studs 52. If located on vertical and horizontal diameters, the vertical and longitudinal loadings may be more readily calculated or tested.
  • the thickness and composition of the elastomeric pads are subject to selective variation.
  • the static spring rates for compositions of 80, 70, 60, 50, and 40 durometer will be 155, 105, 85, 60 (all multiplied by 1000) respectively, in a radial direction; and the static axial spring rates will be 26, 17.5, 1 1.5, 8, and 7 respectively.
  • the static radial spring rates will be 85, 60, 50, 35, and 20, respectively; and the static axial spring rates will be 20, 13, 8, 6.5, and 5, respectively.
  • the static radial spring rates will be 55, 37, 30, 20, and 15, respectively; and the static axial spring rates will be 15, 10.5, 7.5, 5.7, and 4, respectively.
  • the static radial spring rates will be 40, 27.5, 20, 15, and 10, respectively; and the static axial spring rates will be l4, 10, 6.7, 5.2, and 3.5, respectively.
  • the static radial spring rates in the preferred range will vary from 10,000 to 150,000 lbs/in; and the static axial spring rate will vary from 3,500 to 26,000 lbs/in.
  • Thickness of the elastomeric pads can be varied by changing the thickness of the plates 55, 56 to which the elastomeric pads are bonded; or a ring 51 of different thickness may be used; or the diameter of the housing space for the assembly may be changed.
  • the holes in the pads at the studs 52 are purposely made large, say about 1 inch diameter, to increase the bulge of material in compression and the deformation in axial shear and to aid in getting a full cure of the material.
  • An elastomeric material designed for high temperature integrity and performance, such as silicone rubber, may be used.
  • the invention provides effective springing for weaving truck side frame parts on wheelaxle units so as effectively limit the unsprung weight to that of the wheel-axle units'while maintaining fixed distance of wheel treads on the track rails and fixed distance but with all needed weave between the side frame parts; also the lateral movement between the vehicle body and truck bolster is stabilized and sprung by controllable air springs in the stay rods between body and bolster to avoid sharp movements and shocks, to take loads off the secondary spring system between body and bolster, and ease lateral shocks on the primary spring system between axle and truck frame.
  • a railway vehicle truck comprising in combination, longitudinally spaced wheel-axle units, side frame members having bearing support at each end on a wheel-axle unit, elastomeric spring support units each comprising a plurality of uniformly circumferentially spaced elastomer pads surrounding the axle, said pads being disposed and secured on diameters of said axle which are at right angles to each other and secured on, and said pad being shiftable circumferentially to achieve a change in springing rate of the truck.
  • each elastomer pad has a plate bonded to its radially inner and outer surfaces.
  • each pad is supported by locating retaining means on an interior ring.
  • tie bar means are connected between said side frame members in the axle region.
  • tie bar means have universal end connections to provide weave between said side frame members while maintaining them at substantially a fixed distance apart.
  • bearing supports of the side frames each comprises a housing having a fixed part and a cap part, said housing having axially spaced circumferential grooves for pad binding bands, said spring support units comprising an inner pad-supporting ring disposed around the bearing, radial studs projecting from said ring at circumferentially spaced locations, elastomeric spring pad units having inner and outer metal plates and an elastomer pad bonded between the plates, the inner plate and elastomer pad having holes fitting over said studs to hold the pad units in circumferentially spaced relationship, axially spaced circumferential retaining'bands secured in pre-tension over said pads and retaining them on said ring, said bands in final assembly fitting in the grooves in the housing and having tension relief when the cap is secured on the housing, transverse stay bars secured between the side frames in vehicle body, a depending center vertical truck journal post carried by said bolster, inboard projections on said side frame members loosely embracing and retained on said

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)
  • Vehicle Body Suspensions (AREA)
US00101697A 1970-12-28 1970-12-28 Resiliently mounted railway vehicle truck Expired - Lifetime US3720175A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US10169770A 1970-12-28 1970-12-28

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US3720175A true US3720175A (en) 1973-03-13

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US00101697A Expired - Lifetime US3720175A (en) 1970-12-28 1970-12-28 Resiliently mounted railway vehicle truck

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US (1) US3720175A (fr)
JP (1) JPS5332407Y2 (fr)
AU (1) AU451216B2 (fr)
BE (1) BE777284A (fr)
BR (1) BR7108629D0 (fr)
CA (1) CA956512A (fr)
FR (1) FR2120904A5 (fr)
GB (1) GB1364935A (fr)
ZA (1) ZA718334B (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3826202A (en) * 1973-03-12 1974-07-30 Budd Co Pneumatically sprung railway car truck
US3854782A (en) * 1972-12-18 1974-12-17 Unity Railway Supply Co Inc Resilient journal box stop block
US3945327A (en) * 1974-01-10 1976-03-23 Societe Anonyme Usines Emile Henricot Suspension device for side members on axle-boxes for railway carriages or similar appliances
US4044689A (en) * 1975-10-21 1977-08-30 The Budd Company Resiliently railway truck suspension
US4213400A (en) * 1978-04-28 1980-07-22 Pullman Incorporated Resilient railway body center plate
US4271765A (en) * 1979-06-21 1981-06-09 The Budd Company Railway car tilting stabilizing system
US4438703A (en) * 1982-02-12 1984-03-27 The Budd Company Primary suspension system for a railway car
US4487133A (en) * 1982-09-24 1984-12-11 The Budd Company Primary suspension system for providing low vertical and longitudinal spring rates in a railway cap
US20130018535A1 (en) * 2009-09-15 2013-01-17 Bombardier Transportation Gmbh Suspension Failure Detection in a Rail Vehicle

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2459168A1 (fr) * 1979-06-21 1981-01-09 Budd Co Systeme de commande d'inclinaison associe a la caisse et a un bogie de vehicule ferroviaire
GB2143785A (en) * 1983-07-08 1985-02-20 South African Inventions Railway vehicle suspension arrangement
CA1221272A (fr) * 1983-08-12 1987-05-05 James M. Herring, Jr. Suspension primaire pour voiture ferroviaire
US4674413A (en) * 1983-11-09 1987-06-23 The Budd Company Truck for a railway car
WO2022127133A1 (fr) * 2020-12-14 2022-06-23 中车长江车辆有限公司 Bogie de wagon de chemin de fer utilisant un frein à disque

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2138449A (en) * 1935-07-15 1938-11-29 Gen Steel Castings Corp Railway truck structure
US2278711A (en) * 1938-01-29 1942-04-07 Transit Res Corp Elastic spring and resilient wheel
US2908230A (en) * 1956-01-30 1959-10-13 Budd Co Railway car truck
US3181479A (en) * 1960-03-30 1965-05-04 Gen Electric Lightweight truck
US3313245A (en) * 1964-08-10 1967-04-11 Rockwell Mfg Co Railway trucks
US3376831A (en) * 1965-04-27 1968-04-09 Westinghouse Air Brake Co Hydraulically dampened car bogie
US3443528A (en) * 1965-02-26 1969-05-13 Rheinstahl Henschel Ag Dampened railway truck

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2138449A (en) * 1935-07-15 1938-11-29 Gen Steel Castings Corp Railway truck structure
US2278711A (en) * 1938-01-29 1942-04-07 Transit Res Corp Elastic spring and resilient wheel
US2908230A (en) * 1956-01-30 1959-10-13 Budd Co Railway car truck
US3181479A (en) * 1960-03-30 1965-05-04 Gen Electric Lightweight truck
US3313245A (en) * 1964-08-10 1967-04-11 Rockwell Mfg Co Railway trucks
US3443528A (en) * 1965-02-26 1969-05-13 Rheinstahl Henschel Ag Dampened railway truck
US3376831A (en) * 1965-04-27 1968-04-09 Westinghouse Air Brake Co Hydraulically dampened car bogie

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3854782A (en) * 1972-12-18 1974-12-17 Unity Railway Supply Co Inc Resilient journal box stop block
US3826202A (en) * 1973-03-12 1974-07-30 Budd Co Pneumatically sprung railway car truck
US3945327A (en) * 1974-01-10 1976-03-23 Societe Anonyme Usines Emile Henricot Suspension device for side members on axle-boxes for railway carriages or similar appliances
US4044689A (en) * 1975-10-21 1977-08-30 The Budd Company Resiliently railway truck suspension
US4213400A (en) * 1978-04-28 1980-07-22 Pullman Incorporated Resilient railway body center plate
US4271765A (en) * 1979-06-21 1981-06-09 The Budd Company Railway car tilting stabilizing system
US4438703A (en) * 1982-02-12 1984-03-27 The Budd Company Primary suspension system for a railway car
US4487133A (en) * 1982-09-24 1984-12-11 The Budd Company Primary suspension system for providing low vertical and longitudinal spring rates in a railway cap
US20130018535A1 (en) * 2009-09-15 2013-01-17 Bombardier Transportation Gmbh Suspension Failure Detection in a Rail Vehicle
US8761973B2 (en) * 2009-09-15 2014-06-24 Bombardier Transportation Gmbh Suspension failure detection in a rail vehicle

Also Published As

Publication number Publication date
JPS5332407Y2 (fr) 1978-08-11
BR7108629D0 (pt) 1973-05-17
ZA718334B (en) 1972-09-27
FR2120904A5 (fr) 1972-08-18
GB1364935A (en) 1974-08-29
AU451216B2 (en) 1974-08-01
CA956512A (en) 1974-10-22
BE777284A (fr) 1972-06-26
JPS51121906U (fr) 1976-10-02
AU3750071A (en) 1973-07-05

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AS Assignment

Owner name: BOMBARDIER CORPORATION, A CORP. OF IDAHO,STATELESS

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:BUDD COMPANY, THE;BUDD COMPANY, THE, A CORP. OF PA;REEL/FRAME:004807/0450

Effective date: 19870914

Owner name: BOMBARDIER CORPORATION, A CORP. OF IDAHO

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:BUDD COMPANY, THE;BUDD COMPANY, THE, A CORP. OF PA;REEL/FRAME:004807/0450

Effective date: 19870914